Occurrence
The aircraft departed Grand Manan, New Brunswick, at 1938 Atlantic daylight time on a charter flight to Yarmouth, Nova Scotia, with the pilot and five passengers. After dropping off the passengers, the aircraft departed Yarmouth at 2106 ADT for a night visual flight return to Grand Manan. The pilot was unable to land on the first visual approach because of low weather conditions and initiated a second approach.
During the second approach, the pilot noticed increasing right rudder requirement to maintain direction and low left engine manifold pressure. He feathered the left propeller and applied full power on the right engine, but the aircraft would not accelerate or climb. It entered a shallow descent into a fog layer, collided with trees, pitched nose-down, and struck the ground. The aircraft was destroyed by impact and a post-impact fire. The pilot suffered serious injuries; he exited the aircraft and reached a nearby cabin, where he was found by a ground search team about three hours later.
Pilot and Aircraft Information
The pilot had been flying in the Grand Manan area since 1978 and was familiar with the local area. He was current and qualified on the Piper PA-31-310 aircraft. At the time of the occurrence, the aircraft was approximately 1,200 pounds below its maximum allowable take‑off weight of 6,500 pounds, and the centre of gravity was within permissible limits.
Weather Conditions
The aviation forecast for the Yarmouth and Grand Manan area included the possibility of localized ceilings of 500 to 1,000 feet above sea level with visibilities of two to five statute miles in fog. The pilot’s wife, located about one mile northeast of the airport, reported a low overcast ceiling and visibility of about four or five miles. Witnesses described weather west of the airport, near the accident site, as ground‑based heavy mist or fog.
Approach and Engine Failure
Approximately 10 miles southeast of the airport, the pilot saw the glow of airport lighting through a thin fog layer. He entered a left downwind leg for runway 24 at about 800 feet above ground level and momentarily saw the airport, but lost visual reference on final. He discontinued and attempted a second approach using known landmarks.
During the second approach, about one mile from the airport at 1,000 feet asl and 90 KIAS with gear down and flaps at 15 degrees, the pilot descended just above the cloud. He never regained visual contact with the airport. As power was increased to maximum, he used progressively more right rudder. The left engine manifold pressure was lower (20–30 inches) than the right (42–44 inches). The pilot feathered the left propeller, selected gear up, and raised flaps, but did not further secure the left engine. Airspeed dropped to 80 KIAS and never exceeded that despite full right engine power. The pilot eased the nose down and back up, but airspeed did not increase.
Collision and Post‑Impact
Realizing an accident was imminent, the pilot radioed his family. Shortly after, the aircraft struck large trees, pitched nose‑down, impacted the ground, and erupted in fire near the right engine. An emergency locator transmitter signal was heard for about 20 minutes.
Wreckage and Engine Examination
Fire destroyed cockpit instrumentation, radios, the engine control quadrant, and fuel selector panel. The fuselage and both wings were heavily fire‑damaged. Continuity of flight control cables was confirmed. At impact, flaps and gear were retracted, cowl flaps closed. The left engine showed no pre‑impact mechanical discrepancies; the left propeller was in the feathered position. The right propeller sliced trees up to eight inches in diameter, indicating substantial power. The cause of the apparent left engine power loss could not be determined.
Performance Considerations
According to the Pilot Operating Handbook, best single‑engine rate‑of‑climb speed is 94 KIAS and best angle‑of‑climb is 90 KIAS. For the recorded conditions (gross weight 5,291 lb, OAT 17°C, altitude 800 ft asl, gear and flaps up, 80 KIAS), the expected single‑engine rate‑of‑climb was 495 ft/min. The handbook advises maintaining 100 KIAS or more during approach and warns against missed approaches below 90 KIAS. The pilot did not recall using the recommended 5° bank into the operating engine.